Crossing signal



Oct. 29, 1940. w. F. SCHLEICHER CROSSING SIGNAL 2, Sheets-Sheet 1 Filed Jan, 12. 1939 Oct. 29, 1940. w. F. scHLElcl-lER 2,219,757

cansivlue smmh Filed Jan. 12, 1939 2 Sheets-Sheet 2.

5 ATTORN Y Patented Oct. 29, 1940 UNITED STATES PATENT OFFICE CROSSING SIGNAL William F. Schleicher,.Kansas City, Mo.

Application January 12, 1939, Serial No. 250,542

' .2-Claims. (01. 246-128) E I My invention relates to a crossing signal and more particularly to a signal used at railway highway crossings to warn traffic on the highway of the approach of traffic on the railway. It has been suggested to provide crossing signals adapted to be actuated automatically by the approach of a train and thus avoid dependance upon a crossing watchman. This enables the use of more crossing signals thanwould other wise be possible, due to economic reasons.

Where crossing signals are employed, it is of the utmost importance that they are always in operative condition. The public relies on crossing signals and, if the signal should be in the clear position during the approach of a train, the signal would operate as a trap.

One object of my invention is to provide an automatic, electrically operated crossing signal which will automatically move to a position stopping highway traffic upon the approach of rail traffic.

Another object of my invention is to provide a crossing signal of the character described, which will automatically move to a position 1 warning highway traffic when electric power fails, even though no train is approaching.

Another object of my invention is to provide an automatic crossing signal which will move to clear position after the train has passed.

Other and further objects of my invention will appear from the following description.

In the accompanying drawings which form part of the instant specification and are to be read in conjunction therewith and in which like .reference numerals are used to indicate like parts in the various views;

Figure 1 is an elevation of my crossing signal shown in the stop position.

Figure 2 is a fragmentary elevation of the upper portion of my signal in the clear position.

.Figure 3 is an enlarged sectional elevation of the lower portion of my crossing signal.

Figure 4 is a sectional view taken on the line 44 of Figure 3.

Figure 5 is. a fragmentary view with parts in section, showing details of a safety feature.

Figure 6 is a fragmentary elevation of the signal light'switch.

Figure 7 is a diagrammatic view of the wiring diagram of my crossing signal.

Referring now to the drawings, with a base member I which may be of concrete or of any other suitable material, I house an electric motor 2. The electric motor 2 is adapted to drive a shaft? through zit-transmission situated within housing 4. The shaft 3 is adapted to drive shaft 5 through coupling 6. The shaft 5 extends intov the housing 8. Keyed to the end of shaft 5 is a pinionl. 'A'shaft Sisj'ournaled in suitable bearings within the housing 8. A gear Ill is keyed to 5 shaft 9 and meshes with-the pinion]. The housing 8 is provided with an upwardly extending tubular portion H, which is supported from tubular portion I2 by means of'stud bolts l3. The tubular portion l-2 forms 'part of a hollow s'tandl0 ard l4." The standard 14 terminates in a lower flange '15. Theupper portionof the base member .l is formed with a seating ring Hi to which the flange I5 is secured by means of stud bolts ll. Rotatably mounted within the standard I4 I 15 provide a signal shaft [8. vThe signal shaft l8 extends upwardly and carries a stop signal [9 at its upper end. A plurality of signs such as v and-2l may likewise be secured to the shaft l8. The upper end of the standard [4 is formed 20 with an annular trough 22. A rain'guard 23 is keyed to the signal shaft [8. The rain guard 23 is formedwith an annular flange 24 adapted to enter the annular trough 22 to form a labyrinth packing, sealing the base member and the lower 25 portion of the standard I4 frommoisture. The rain guard 23 carries one member25 of a thrust bearing, the other member of which,26, is carried by thestandard. It will be'seen, therefore, that the weight of the shaft is rotatably carried by thethrust' bearing. The lower end of shaft [8 carries a shaft 21 of reduced cross diameter. The shaft 21 is secured to shaft l8 by means of pins 28 and 29. Tubular member I2 houses a guide bearing 30. which serves to guide the lower end of shaft 21. ,Shaft '21 projects through the guide bearing 30 and is secured to an annular bushing 3| by means of pin 32. A hollow shaft 33 projects into bushing 3|. Oneend of a spring 34 is securedto the lower end of bushing 3|. The other end of the spring 3| is secured to the housing 8., Th'e'spring is such that it tends to rotate the bushing in a clockwise direction, viewed'from above, that is,in such direction that the crossing signal is moved to stop position. v

The lower end of shaft I8 is provided with a collar 35 which is secured thereto in any suitable manner. The collar 35 carries a pin 36 which extends radially outward through a ninety degree slot 31, formed in the tubular portion l2.' Thepin extends in the direction of the stop signal and serves two purposes. The first purpose-served by the pin 36 and the radial ninety degree slot 31 is that of a stop member limiting the motion of the shaft [8. For example, when the shaft I855 is rotated to stop position under the influence of spring 34, it will rotate until the pin 36 engages the end of the slot 31, thus assuring that the signal will be rotated to the stop position. A boss 38 is formed at the lower'end of the tubular portion I2. A member 39 is pivoted on the boss 38 and is held in place by a stud bolt 40. The member 39 carries a mercury switch 4| which is shown in full lines in the position it occupies when the signal is=in clear position. It will be noted that the pin 36 engages a lug 42 and the mercury switch is mounted with a slight angle so that the mercury 43 is adapted toflow by gravity to the left side of the switch member 4|.

Two contact points are housed within the merwill be described more fully hereinafter.

A ball clutch 46 normally connects the bushing 31 and the shaft 33. The ball is held in clutching position by a shaft 41 which is formed with an upper cam portion 48. The lower end of shaft 33 projects into the housing 8. A bevel gear 49 is secured to the shaft 33 by means of a clamping bolt 50. The shaft 41 is slidable within the hollow shaft 33 but is keyed thereto for rotation therewith. A bevel pinion 5| is keyed to the shaft 9 and is always in mesh with the bevel gear 49. The'hollow shaft 33 is keyed to the bevel gear 49 'by means of key 52. The housing 8 is formed with an extension 53 to which is pivoted an arm 54 by means of pivot pin 55'. The arm 54 carries a pair of mercury switch members 55 and 56 similar in construction to the mercury switch member 4|. A pair of conductors 51 and 58 enter the right hand side of the upper mercury switch '55. A pair of conductors 59 and '60 enter the left hand side of the lowermercury switch 56. The arrangement is such that, in the position shown in *full lines in Figure 3, the mercury switch 56 operates to close the circuitthrough conductors 59 and 60, while in the dotted line position'shown in Figure 3, the circuit through conductors 59 and 60'is broken while the circuit is completed through conductors 51 and 58 as will be described more fully hereinafter in connection with the wiring diagram shown in Figure "I.

The arm 54 is provided with a connecting link 6| which extends into the housing 8. The end of link 6| within the housing is pivoted by pivot 62 to a short link 63 which is in turn pivotally secured to an eccentric point on the bevel gear 49 by means of stud bolt '64.

The lower end of shaft 41 rests upon a cam member 65 as will be readily seen by reference to Figure 5; The cam member 65is adapted tomove :to the right and to the left as viewed inFigure 5. In this figure, when the cam member is in the position shown in full lines, the shaft 41 is moved upwardly, enabling the cam surface 48 to cam the ball clutch 46 to a position locking bushing 3| with hollow shaft 33. Whenthe cam 651s moved "to the right, to the position shown in dotted lines :in Figure 5,'the shaft '41 will drop by gravity, perimitting the ball clutch to moveito unclutching position. A pair of brackets 66 and 61 are seicurecl to the housing 8 by means of stud bolts 68 andt69. The bracket 61 carries 'a bell crank lever 18. The outer end of one lever arm 16 is connected by means of pin 1|"toa yoke 12 carried by shaft 13 which extends into the housing 8 and carries at its outer end the cam member 65. A spring 14 normally urges the shaft 13 and hence the cam member 65 to the right, that is to unclutching position. An electromagnet 15 is carried by the bracket 66. It is adapted, when energized, to attract the other arm 11 of the bell crank lever against the action of spring 14 to maintain the parts in the positions shown in full lines in Figure 5. The arm 11 carries acontact point 18 to which conductor 19 is attached. The contact point 18, when the parts are in full line position, is adapted to make contact with contact point 80, with which conductor 8| is in electrical connection.

An electromagnet 82 is normally energized and is adapted to attract pivoted armature 83. Armature'83 carries an upper contact point 84 adapted to make contact with contact point 85. A conductor 86 is electrically connected to contact points 84.and'81, carried by the armature 83. An electrical conductor 88 is in electrical connection with contact .point 85 and, when the electromagnet 82 is energized, conductors 86 and 88 will beelectrically connected, A conductor 89 is electrically connected to a contact point 90. When the electromagnet 82 is de-energized, the pivoted armature 83 will drop .under the influence of gravity, making connection between contact points 8.1 and, 90 and hence between conductors 86 and 89 The base member is provided with a manhole-9 I, enabling access to the interior of the base member. A plurality of stud bolts '92 removably secure the cover member to .a seating member 93 castin the base member I.

Having in mind the construction just described, the operation of the-device'm-ay be best understood by reference to Figure 7. In Figure 7, the circuit is shown with the signal in clear position. Energyiis supplied from a pair of main line wires 94 and 95. Current will flow from line wire 95 through thewinding 96 of the electromagnet 15 through conductor 91, through fuse 98 to the other side of the line 94. It will be seen, therefore, that, as long as the main line wires 95 and 96 are energized, the winding 96 of the electromagnet 15 will hold the armature 11 in a position in which the cam member 65 will hold shaft 41 in raised position locking thebushing 3| to the hollow shaft 33.

Current will also how from one terminal I of a battery 99 through conductor 10| through conductor I02, rthrough fuse I03 through the winding I 04 of electromagnet 82 through conductor 8| to contact point 80, contact point 18,

armature 11, conductor 19, to the other side of the battery 99. As long as current is flowing through the winding I04, the armature 83 will be attracted to make contact between contact points 84 and 85. The terminal I00 of the battery is connected to one track I through a conductor I06. The other terminal of the battery I01 is connected by conductor I08 to the other track I09. Normally, when no train is'nearthe grade crossing, the battery will energizethe winding 04 and maintain the members in the position shown in Figure 7, that is, with the signal in the clear position. Upon the approach of atrain, the battery 99 will be shunted by the train wheels, completing the circuit across tracks 105 and I09, it 'being observed that the tracks run parallel with the winding I04 across the battery 99. Normally, the resistance of the tracks is sufiiciently great to prevent a short circuit. When the train, however,

approaches'the crossing, ashorticirruit is effected 1 ductors 51 and 58.

to the extent of permitting a passage of a greater amount of current across the track circuit. Passage of current across the track circuit will decrease the amount of current flowing through the winding I04 so that the weight of the armature 83 will overcome the reduced magnetic pull permitting the armature to drop. When the armature drops, contact point 81 will make contact with contact point 90. When this occurs, current will flow from the main line wire 95 through conductor I I0 through relay winding I I I, through conductor 60, through mercury switch 56, through conductor 59, to conductor 89 to contact point 90, contact point 81, armature 83, conductor 86 to the other side of the line 94. The energization of the relay winding I I I will attract relay armature I I2, causing contact point 1I3 to make contact with contact point I I4 and contact point I I 5 to make contact with contact point H6. When this occurs, current will flow through conductors I I1 and I I8, contact point II6, contact point 1 I5, to conductor I I9. Current will then flow across field winding I20 to conductor I2I and across the armature of motor 2 to conductor I22, to conductor I2I From conductor I2I, current will flow through contact point I I 3, through contact point I I 4, throughconductor I23, through conductor I24 to the other side 94 of the line, The completion of the field circuit and armature circuit of the motor will cause the motor to rotate the signal to the stop position. Rotation of the motor will rotate shaft 3, shaft 5, pinion I, gear I0, bevel pinion 5I, bevel gear 49, hollow shaft 33, bushing 3I, shaft 21 and signal shaft I8, As the rotation proceeds, the pin 36 will engage the lug 42 to complete the circuit across conductors 44 and 45. Current will flow from the main line wire 95 through conductor 45, through mercury switch 4 I, through conductor 44, through signal lights I25, through conductor I26 to conductor 91, through winding 96 to the other side 95 of the line. The signal lights I25 will thus be energized. It is to be understood, of course that, if desired, a warning bell I21 may be placed in parallel with the signal lights I 25. As the motor rotates the signal to stop position, the bevel gear 49 will rotate, pulling the connecting link 61 to pivot arm 54. When the signal is in stop position, the arm 54 will have moved to the position shown in dotted lines in Figure 3. When this occurs, a connection across conductors 59 and 60, through mercury switch 56 is broken. When this connection breaks, relay winding H6 is de-energized and both the motor field and motor armature circuits will be broken, stopping the motor. The signal remains in the stop position, since the train provides shunting across tracks I 05 and I09. After the train has passed the crossing a sufiicient distance to increase the rail resistance to such a point that the current flowing through winding I04 is sufficient to again attract the armature 83, contact will be made between contact points 84 and 85, it being understood that the mercury switch 55. is in the dotted line position of Figure 3, completing the circuit across con- When this occurs, current will flow from one side of the line 95 through conductor I28, through relay winding I29, through conductor 58, through conductor 51, through conductor 88, through contact point 85, through contact point 84, through armature 83, through conductor 86, to the other side of the line, thus energizing relay winding I29 and attracting the relay armature I38 to make contact between contact point I3I and contact point I32, and contact points 133 and I34. Current will then flow through conthrough contact point I 3| through conductor I24 to the other side 94 of the main line.

It will be observed that the armature current is in the same direction as before. Current will also flow from conductor I36 through conductor I39, through the field winding I20, through conductor I I9, through conductor I to conductor I38 and through contact points I32 and I3I, and conductor I 24 to the other side 94 of the line. It will be observed that the field current is reversed with respect to thearmature current when relay winding I 29 is'energized. This will cause the motor 2 to rotate in a direction opposite to that which it rotated when relay winding I I I was energized. As the motor rotates in the opposite direction, the signal will be moved to clear position. Asthe bevel gear49 rotates in moving the signal to clear position, the connecting link 6I willmove the arm 54 back to its full line position of Figure 3. Just when the signal is moved to clear position, themercury switch 55 operates to break the circuit across the conductors 51 and 58, thus de-energizing the relay winding I29 and stopping the motor.

The normal operation of the device as long as the main line wires 94 and 95 are energized will be readily understood from the foregoing description.

Should, at any time, the main line wires become de-energized due to the failure of current supply or a break in the connections within the crossing signal itself, the winding 96 of the electromagnet I5 will become de-energized permitting the spring I4 to move the shaft 13 and the cam member 65to the right. This movement will perrnit shaft 41 to drop under the influence of gravity, Clutch ball 46 will likewise drop into the hollow shaft 33 due to the downward motion of the cam portion 48, thus unclutching the hollow shaft 33 from the bushing 3 I. When this occurs, the spring 34 will rotate the bushing and hence the signal shaft I8, moving the stop signal to its fstop position, In this manner, the signal will be moved across the crossing, warning highway trafiic, even though power fails.

It will be observed that the armature 11 will be moved to make contact between contact points 18 and 80 when the main line power fails. Since the battery circuit is across contact points I8 and 80, the circuit through winding I04 of the electromagnet 82 will be broken, permitting armature 83 to drop.

When the signal shaft I8 is rotated under the influence of spring 34, the shaft 4'I'being keyed tov the bevel gear 49 will be held stationary. This rotation of the hollow shaft 33 relative to the shaft 41 will displace the cam surface 48, moving the ball upwardly above the end of the shaft 41 and preventing the ball from dropping into clutching position. When the main line power is again restored, the winding 96 will be energized, tending to attract the armature II against the action of the spring I4. The armature, however, cannot move without moving shaft I3 and cam member 65. The cam member 65, in turn, cannot move without moving the shaft 41 upwardly. The shaft 41, however, will be held in a depressed position due to the relative rotation between the hollow shaft 33 and the bushing 3I, trapping the ball above the end of the cam member 48. In other words, due to the fact that the ball is displaced from its clutching groove, the shaft 41 is prevented from moving upwardly since, in order to move upwardly, it must move the ball outwardly. The armature Tl, therefore, will remain in a position breaking the circuit between contact points 18 and BI], and maintaining the winding I04 in de-energized condition. The circuit will therefore be completed through mercury switch 56, which it will be recalled, was still in its full line position, and contact points 81 and 90. This will rotate the motor to signal stop position. Since the signal is already in stop position and the shaft 33 is unclutched from the bushing 3|, this action will simply rotate the bevel gear 49, the hollow shaft 33 and the clutching shaft 41. When the hollow shaft 33is rotated to realign the locking groove, the ball will be cammed by the camming surface 48 into its clutching position, permitting upward movement of the shaft 41, under the influence of movement of the cam 65. As soon as this occurs, contact is, reestablished between contact points 18 and 80, thus again energizing the winding I04 of the electromagnet 82, causing the circuit to be completed across conductors 51 and 58 through the mercury switch 55. This, as will be readily understood, will rotate the motor 2 in the opposite direction, moving the signal to its clear position and rewinding the spring 34, putting the members in a position to again operate upon the approach of a train.

It will be seen that I have accomplished the objectsof my invention. I have provided a positive automatic crossing signal which will move to stop and clear positions upon the approach and departure of a train across the grade crossing being protected. The signal is positively rotated to clear and stop positions by an electric motor. In event of power failure, energy stored in a spring which is wound upon the movement of the signal from stop position to clear position is used to automatically move the signal to stop position. This renders my signal completely automatic and operative to stop traffic under all conditions of danger. The signal being moved to stop position upon the failure of power, will automatically call attention to a derangement, if it be noted that no train is approaching. Upon the restoration of power, the signal automatically resumes operative position.

It will be understood that certain features and subcombinations are of utility and may be employed without reference to other features and subcombinations. This is contemplated by and is within the scope of my claims. It is further obvious that various changes may be made in details within the scope of my claims without departing from the spirit of my invention. It is, therefore, to beunderstood that my invention isnot to be limited to the specific details shown and described.

' Having thus described my invention, I claim:

1. In a crossing signal, a base, a vertical standard rotatably mounted on said base, a signal carried by said standard adapted to be rotated into respective positions across a highway intersecting a railway track and along said highway, an electric motor for rotating said standard to stop and clear positions, control means for said motor including track means actuated by a train approaching the intersection guarded by said signal for operating said motor to rotate the signal to stop position, means for reversing the operation of said electric motor to rotate the stop signal to clear position after the train has passed the intersection, a spring for rotating the signal to stop position, a clutch normally connecting said rotatable standard to said motor, said spring exercising insumcient' torque to rotate said standard when it is clutched to said motor and of sufiicient strength to rotate said standard when it is unclutched from said motor, and electrical means normally holding said clutch in operative position, the construction being such that, when said electrical means is deenergized by failure of electric potential, said clutch will move to unclutching position to permit said spring to rotate said standard tostop position.

2. A crossing signal including in combination a base, a vertical standard rotatably mounted on said base, a signal .carried by said standard for rotation into respective positions across a highway intersecting a railway track and along said highway, an electric motor for rotating said standard to stop and clear positions, control means for said motor including track means actuated by a train approaching the intersection guarded by said signal, a motor for rotating the signal to stop and clear positions, a pair of switch members, means for operating said switch members in response to the rotation of said standard by said motor, one of said switch members connected in a circuit for interrupting electrical energy to said motor after the signal has been rotated from clear to stop position, and the other of said switch members connected to break the motor circuit after the signal has been rotated from stop to clear position, spring means tending to rotate said standard to stop position against the inertia of the armature of said motor, said spring means being of insufficient strength to overcome said armature inertia, a clutch normally connecting said standard to said armature, and electrical means holding said clutch in operative position, the construction being such that when said electrical means is deenergized by failure of power supply, said clutch will move to unclutching position to permit said spring to rotate said standard to stop position.

WILLIAM F. SCHLEICHER. 

